Railroad car pushihg apparatus

ABSTRACT

THERE IS PROVIDED A RAILROAD TRAIN MOVING SYSTEM INCLUDING A TRAIN OF COUPLED RAILROAD CARS, A TRACK PORTION THEREFOR, AND CHARACTERIZED BY A CARRIAGE MOVABLE ALONGSIDE THE TRACK PORTION AND HAVING AN ARM SELECTIVELY POSITIONABLE INTO AND OUT OF TRAIN PUSHING POSITION BETWEEN A PAIR OF COUPLED CARS FOR APPLYING, CENTRALLY AND ON OR NEAR THE COUPLER, A FORCE SUFFICIENT TO MOVE THE TRAIN AS A UNIT WHEN THE ARM IS IN ITS TRAIN PUSHING POSITION.

Feb. 22, 1972 C. LUDVWG RAILROAD GAR PUSHING APPARATUS 12 Sheets Sheat 2Original Filed Oct. 10, 1965 m W 1 a V m 2 7 ,1 7 \/1\ g N 3 MW V A H vV 7 4 n H 5 v n V 1 n 4 H l 5 m M M w m 4 ..\|1..I|||\ m W H V IN 1 WWW[P11 5 A w\\\\\\ .4

- I ,mvE 'r R. Cam Luau/i 61 Feb. 22, c LUD RAILROAD CAR PUSHINGAPPARATUS 12 Sheets-Sheet 5- Original Filed Oct.

QM MW w m 2 V/ 0 T 2 T 4 4 C Feb. 22, c LUDWG RAILROAD CAR PUSHINGAPPARATUS 12 Sheets-Sheet 4 Original Filed 001:. 10, 1965 INVENTOR. C4/21. Luow/e ATTOQNEI Feb. 2 2, 1972 c. LUDWIG RAILROAD CAR PUSHINGAPPARATUS Original Filed Oct. 10, 1965 12 Sheets-Sheet 5 INVENTOR.

(TAEL. LUDW/G A T'TOENEY Feb. 22, 1972 wow; Ree 21,306

RAILROAD CAR PUSHING APPARATUS Original Filed Oct. 10, 1963 12Sheets-Sheet 6 I 15 -11 he INVENTOR. CARL. LUDW/(g BY MM ATTORNEY Feb. CLUD RAILROAD CAR PUSHING APPARATUS l2 Sheets-Sheet '7 Original FiledOct. 10, 1963 FEEJE I NVENTOR. C 421. Luau/m BY y ATTOENEI Feb. 22, 1972c LUDWK; Re. 27,300.

RAILROAD CAR PUSHING APPARATUS Original Filed Oct. 10, 1963 12Sheets-Sheet 8 INVENTOR.

TE 15; C 4/24. Luow/e A TTOENEX Feb. 22, 1972 LUDWK; Re. 27,300

RAILROAD CAR PUSHING APPARATUS Original Filed Oct. 10, 1963 12Sheets-Sheet 9 7 w mm 2 mw 0 ED T Wm M Q E. L w C g. M D //4 V M//////////fl//// ///d 22, Q LUDWG RAILROAD CAR PUSHING APPARATUS 12Sheets-Sheet 1!.

Drigihal Filed Oct. 10, 1963 INVENTOR. CARL LUDW/G .H v R BY [y ATTORNEYFeb. 22, 1972 c LUDW|G Re. 21,300

RAILROAD CAR PUSHING APPARATUS Original Filed Oct. 10, 1965 12Sheets-Sheet ll Z' iE E1 INVENTOR.

C421. Luau/1e ATTOIZNEf United States Patent 27,300 RAILROAD CAR PUSHINGAPPARATUS Carl Ludwig, Cleveland, Ohio, assignor to McDowell- WellmanEngineering Company, Cleveland, Ohio Original No. 3,212,454, dated Oct.19, 1965, Ser. No. 315,237, Oct. 10, 1963. Application for reissue May6,

.- 1970, Ser. No. 34,971

. Int. Cl. B61 3/06 U.S. Cl. 104176 18 Claims Matter enclosed in heavybrackets appears in the original patent but forms no part of thisreissue specification; matter printed in italics indicates the additionsmade by reissue.

ABSTRACT OF 7 THE DISCLOSURE There is provided a railroad train movingsystem ineluding a train of coupled railroad cars, a track portiontherefor, and characterized by a carriage movable alongsia e. the trackportion and having an arm selectively positionable into and out of trainpushing position between a pair of coupled cars for applying, centrallyand on or near the coupler, a force sufiicient to move the train as aunit when the arm is in its train pushing position.

This invention relates, as indicated, to apparatus for moving railroadcars, and more particularly to apparatus for moving one or more loadedrailroad cars into position for transfer of bulk material to or from thecar. Still more particularly, this invention relates to apparatus forsequentially advancing one or more gondola-type cars in a train, such asa unit train, into a rotary car dumping device for emptying the contentsthereof without uncoupling the cars.

In transferring bulk material such as coal, iron ore, limestone,sulphur, grains, etc. from land vehicles. e.g. railroad trains, to shipsfor transshipment by water, time consumed in effecting the transfers ina very costly item at current demurrage rates. The present system andapparatus achieves the desirable objectives of improved efiiciency and,economy by facilitating the handling of loaded railroad cars in theprocess of transferring the bulk materials therefrom, and enabling carunloading time cycles of greatly reduced duration, and tonnages ofmaterials handled greatly increased.

-To the accomplishment of the foregoing and related ends, then,,thepresent invention consists of in the means hereinafter more particularlydescribed in the specification and illustrated in the annexed drawings,the latter being illustrative of but a single preferred embodiment, itbeing understoodthat other means than those specifically described andillustrated may be employed without departing from the spirit of theinvention.

Briefly stated, the present invention is in the provision of railroadcar moving apparatus which may be installed adjacent a railroad trackand which is characterized by the provision of an elongated arm whichmay be selectively positioned between coupled railroad cars, and whichis adapted to transmit a force of suflicient magnitude to moventhecoupled cars at a point at or near a longitudinal center lineof thevrailroad cars, e.g. in substantially the same vertical plane in whichthe draw bars of the respective, coupler elements of the coupled carslie. This force is applied for a period of: time sufiicient to move thecoupled cars a predetermined distance, e.g. one or two car lengths, ormore, as may be desired, for the purpose of inserting a loaded car intoa rotary car dumping apparatus of conventional structure, andsimultaneously ejecting a car which has been emptied-When a given pairof coupled cars. has been advanced along the trackway a distance icesutficient to place one or two loaded cars into the car dumpingapparatus, the car pushing apparatus of the present invention isprovided with means for withdrawing the arm from between a pair ofrailroad cars, retracting it to a position between a pair of loaded carsone or two cars remote from its previous position, and repositioning thearm in pushing engagement with such cars at the new location.

Thus, the present invention is in a railroad car pushing apparatus formoving a train of coupled railroad cars along a track portion comprisingin combination a carriage disposed parallel to the track portion andmeans for guiding the carriage along side the track portion. Car pusherarm means are carried by the carriage and are provided with an elongatedarm, the distal extremity of which is adapted to be selectivelypositioned between a pair of coupled railroad cars for pushingengagement centrally of at least one of the cars and adjacent thecoupler, and including means for selectively positioning the car pusherarm means into and out of engagement with at least one of the cars.

The present invention may be better understood by having reference tothe annexed drawings which are illustrative of a preferred embodiment ofthe invention and alternative embodiment, and in which:

FIG. 1 is a top plan view of a railroad car pushing apparatus of thepresent invention showing in general ar rangement a series of coupledrailroad cars (shown in dotted lines), a car engaging arm in the engagedposition, the arm supporting and transporting carriage, and cable meansfor moving the carriage to advance the coupled train into car dumpingmeans, partially shown.

FIG. 2 is a side elevation of the apparatus shown in FIG. 1.

FIG. 3 is a cross-sectional view of the apparatus taken in the planeindicated by the line 3--3 in FIG. 1 and showing the general arrangementof the car engaging arm and the motive apparatus for moving the armcarriage.

FIG. 4 is a cross-sectional view on an enlarged scale of a carriagesupport pedestal and the carriage trackway supported thereby as itappears in the plane indicated by the line 44 of FIG. 2.

FIG. 5 is an enlarged top plan view of the pusher arm and supportingcarriage showing in general arrangement the arm in coupling engagingposition and the means for raising and lowering the coupling engagingarm.

FIG. 6 is a side elevation of the apparatus shown in FIG. 5.

FIG. 7 is an end elevation of the apparatus shown in FIGS. 5 and 6.

FIG. 8 is a fragmentary plan view showing the general arrangement of thehead sheave and forward arm carriage bumper.

FIG. 9 is a side view of the apparatus shown in FIG. 8 with the cableremoved.

FIG. 10 is a fragmentary plan view showing the general arrangement ofthe retract arm carriage bumper.

FIG. 11 is a side elevation of the apparatus shown in FIG. 10.

FIG. 12 is atop plan view showing in general arrangement a tail sheaveassembly for the carriage moving cables. 7

FIG. 13 is a side elevation of the apparatus shown in FIG. 12.

FIG. 14 is a fragmentarvdetail in top plan view of a pusher arm headassembly in pushing position between confronting pushing pads onadajcent coupledrailroad cars.

FIG. 15 is a side elevation of the apparatus shown in FIG. 14.

FIG. 16 is a fragmentary, partial cross-sectional side :levation ofanother form of pusher arm head assembly 11 pushing position over arotatable coupling between adacent coupled railroad cars.

FIG. 17 is a fragmentary, partial cross-sectional plan 116W of anotherform of pusher arm head assembly in Jushing position over a rotatablecoupling between adacent coupled railroad cars and in pushing engagementwith a centrally located pushing pad on the forward rail- 'oad car.

FIG. 18 is a Side elevation of the apparatus shown in FIG. 17.

FIG. 19 is a cross-sectional view on a displaced center .ine of theextremities of the rotating shaft for the car :ngaging arm, and showingthe details of fore and aft float neans to allow for adjustment of thecar pusher arm head with respect to the railroad car coupling.

FIG. 20 is a fragmentary top view on an enlarged scale ihowing means forresetting the car engaging arm to a zero position.

FIG. 21 is a fragmentary side elevation of the structure h0WI1 in FIG.20.

As has been indicated above, it is an important feature of the presentinvention that the force applied in moving 1 plurality of coupledrailroad cars be applied in sub- ;tantially the same vertical planewhich includes the axes 3f the drawbars of the respective coupling unitsof each :ar. The reason for this is that whereas it is possible to applya force of about 20,000 pounds at a corner of a railroad car, such as atypical coal car, without so dis- ;orting the car as to causederailment, a pushing force )f 50,000 pounds or more may be appliedalong the longizudinal axis of the train without causing any damage thetrain or introducing unbalanced forces.

Referring now more particularly to FIGS. 1, 2 and 3, :here is here shownin general arrangement, an apparatus In accordance with the presentinvention. A plurality of railroad cars are shown in dotted outlinerepresentng a portion of a coupled unit train of gondola-type cars:arried by track 11. Track 11 leads from right to left is shown into arotary railroad car dumper apparatus 12 partially shown in FIGS. 1 and2. Rotary car dumper apparatus 12, which forms no part of the presentinven- :ion, may be any conventional rotary railroad car dumpngapparatus which is adapted to receive a single car, Jr a plurality ofrailroad cars, and to empty such cars 3y revolving them, preferablyabout an axis which is the ;ame as the longitudinal axis of the drawbarsof the couplings 13 joining the cars 10. Couplings 13 are desirably ofthe rotatable type so that the car or cars 10 being emptied by therotary dumper 12 may remain coupled to :he balance of the train, as in aunit train which travels as a unit between a loading point remote fromthe unloading point.

To move the cars 10 sequentially into the rotary dumper [2, there isprovided a car engaging arm 14 mounted on a. carriage 15 which isadapted to move back and forth along a carriage trackway 16 disposedparallel to railroad track 11. In the apparatus shown in FIG. 1,carriage trackway 16 is of suflicient length to permit movenent of thecarriage 15 a distance sufficient to move two :ars 10 into a tandem typerotary car dumper 12.

Carriage 15 is shown in dotted lines in an advanced position at the lefthand extremity of the apparatus as shown in FIG. 1, two railroad carlengths in advance of its initial position at the right hand extremityof trackway 16.

Trackway 16 is supported on a plurality of spaced pedestals 17, atypical example of which is shown in much enlarged detail in FIG. 4.

As will be hereinafter more particularly explained, the distal extremityof pusher arm 14 is provided with locating means to which controls areresponsive for positionlngthe head or distal extremity in pushingengagement with the railroad cars 10 so that the application of thepushing force is along a line which is parallel to and immediatelyadjacent an axis extending longitudinally of the train and including thelongitudinal axes of the drawbars of the couplers 13. As shown in FIG.1, motor means 18 are provided for rotating the arm 14 about an axisthrough the proximal extremity of the arm 19 for engagement with cars 10and disengagement therefrom. En gagement and disengagement of the arm 14may be automatically achieved by any suitable means, and is preferablyprogrammed with the relative position of cars 10 on the track, and thecar dumping cycle of the dumper 12. Movement of the carriage 15 alongthe carriage track- 'way 16 in the apparatus shown in FIGS. 1, 2 and 3is conveniently effected by means of advancing cables 20 and retractingcables 21 suitably secured to the head extremity 22 of carriage 15 andthe tail extremity 23, respectively, and reeved through suitable headsheave 24 and adjustable tail sheave 25 for coaction with cable windingdrum 26. Drum 26 is powered by suitable motor means generally indicatedat 27. In order to arrest carriage 15 at the extremities of its strokealong track 16, there are conveniently provided terminal bumper meanssuch as head bumper 28 and tail bumper 2 9. Safety stop means 30 may beprovided having retractable wheel chocks 31 adapted to be positioned onthe track 11 in the nips fore and aft of the railroad car truck wheeland adjacent the point of tangency thereof 'with the track 11. When thesafety stop means 30 is activated, truck wheels on each side of the carare prevented from moving in either direction, and the train is heldstationary for completion of the dumping cycle. Any convenient means forstabilizing the train in a fixed position relative to the track may beemployed during the dumping cycle. In the embodiment shown in FIGS. 1-3,the safety stop mechanism 30 is provided with control means (not shown(coacting between the rotary car dumper and the carriage movingmachinery 27 and 18 for proper programming of the operating of theseparts. Suitable limit switches and striker plates coacting at thecarriage-trackway assembly, the safety stop means, and rotary car dumperprovide the actuating signals for the various operations to be performedby each of the parts.

FIG. 4, as indicated above, shows a typical pedestal on a much enlargedscale for supporting the trackway along which the pusher arm carriage 15advances and retracts. As also indicated above, a plurality of suchpedestals 17 are provided at spaced intervals along the trackway.Referring more particularly to FIG. 4, there is here provided a pedestalframe 40 of generally C-shape supported on a suitable foundation 41 andhaving secured to the laterally extending upper arm 42, upper trackwaybed 43 having vertical wheel runners 44 secured thereto by any suitablemeans, such as welding. Bed 43 is provided with marginal flanges 45extending at right angles to bed 43 and providing a support forhorizontal stabilizer wheel runners 46 secured thereto by any suitablemeans, e.g., welding.

Upper trackway bed 43 is secured to laterally extending upper arm 42 ofpedestal 40 by any suitable means which may include any requisite numberof shims 47. The securing means may either be bolts, or welding as shownin FIG. 4.

In like manner, the lower laterally extending arm 48 provides a supportfor lower trackway bed 49 having vertical wheel runners 50 securedthereto. Vertical flanges 51 provide a support for horizontal stabilizerwheel runners 52. Lower trackway bed 49 is securedto the laterallyextending pedestal arm 48 in the same manner as upper trackway bed 43.Traclcway beds 43 and 49 are of suflicient length to provide the desiredtravel of about 34 feet for a one-car stroke, or approximately 68 feetfor a two-car stroke.

Referring now more particularly to FIGS. 5, 6 and 7, there is here shownin greater detail the structure of the pusher arm carriage, the pusherarm and the mechanism for rotating the arm about an axis parallel to therailroad track for positioning the arm into and out of engagement withthe railroad cars. Accordingly, there is provided a carriage body 60 ofgenerally welded steel box frame construction and provided with forwardvertical wheels 61 mounted for rotation on a horizontal axle 62 carriedby the carriage body 60. To the rear, there is also provided a pair ofrearward vertical wheels 63 mounted for rotation on horizontal axle 64carried by carriage body 60. To counteract the strong lateral forcesimposed upon the carriage body 60 by the imposition of a load at the endof a laterally extending arm, carriage 60 is provided with pairs ofhorizontally disposed stabilizer wheels, namely, forward stabilizerwheels 65 mounted on vertical axle 66 above and below the carriage body60; and rearward stabilizer wheels 67 mounted on vertical axle 68 aboveand below the carriage body 60. The axial spacing between the verticalrunning wheels 61 and 63 is such that these .wheelsare adapted tocontact the trackway runners 44 and 50 (FIG. 4). In like manner, theaxial spacing between the two forward stabilizer wheels 65 and tworearward stabilizer wheels 67 is such as to be accommodated by upperlateral runners 46 and lower lateral runners 52. The car pusher arm,generally indicated at 14, is of generally L-shape, and has a portion 69extending parallel to the railroad track 11 and having extending atright angles thereto from one extremity, laterally extending arm portion70. Arm portion 69 provides a housing for horizontally extending shaft71 which is journaled for rotation in head bearing 72 and tail bearing73. The distal extremity of laterally extending arm portion 70 isprovided with a pushing head 74 which is positioned for pushing coactionbetween coupled railroad cars 10 in a vertical plane which includes thelongitudinal axis of the draw bars of the couplers in a unit train. Drawbars 75 and 76 are partially and diagrammatically represented in FIG. indotted lines and show the relationship of the pushing head 74 withrespect thereto. The motive power for rotating the laterally extendingarm portion through an arch of about 90, from an upright position asshown in dotted lines in FIG. 7 to a horizontal position for pushingengagement with cars is provided by a reversible motor 77 operatingthrough a reducer 78 and gears 79 including drive shaft gear 79a (FIG.6), and coupled through coupling 80 to arm shaft 71. Motor 77 operatesin response to controls which in turn are responsive to the position ofthe carriage relative to the carriage track'way, and the dumping cycleof the rotary car dumper 12 (FIG. 1). Power for the operation of theelectrical equipment is supplied to the pusher arm engaging anddisengaging equipment by means of power track arm 81 in sliding contactwith power line 82.

Carriage body 60 is provided at each extremity with laterally extendingplatforms, platform 83 at the head extremity providing a support for abearing 72 in which shaft 71 is journaled for rotation, and rearplatform 84 which provides a base for the bearing 73 and the support forthe motor means for rotating arm 14 into and out of engagement with therailroad cars. In the embodiment shown in FIG. 5, platforms 83 and 84extend from the carriage body at the extremities thereof toward thetrack 11.

Platform 83 at the head extremity of carriage body 60 is provided with aforward bumper 85 which is adapted to coact with bumper 28 (FIG. 2).Platform 83 also provides means for securing the draft gear including asheave. 86 journaled for rotation in platform 83, and around whichadvancing cable 20 is reeved.

In like manner, platform 84 if provided with a bumper plate 87 mountedfor engaging coaction with tail bumper 29 (FIGS. 1-2). Platform 84 isalso provided with draft gear supporting means including tail sheave 88journaled for rotation in the platform 84 and around which retractingcable 21 is reeved.

FIGS. 8 and 9 show the arrangement of the equipment at the forwardbumper. Fixed head sheave 24 and carriage 15 are only partially shown inFIGS. 8 and 9'. As indicated above, head platform 83 is provided with abumper plate mounted for coactionwith head bumper 28 which limits theforward motion of the pusher arm carriage assembly. As shown in FIGS. 8and 9, head bumper 28 is provided with a bumper space 90 supported on aframe 91 which is securely anchored to the foundation 92 by means of ananchor beam 93 embedded therein. Foundation 92 is desirably formed of aninorganic settable material, such as concrete.

Head sheave 24 is mounted for rotation on vertical axle 94 which issupported from base 95, and supported and maintained in verticalposition by upper support 96. In the embodiment shown in FIGS. 8 and 9,two sheaves 24 and 24a receive the cable 20 from the head sheave 86rotatably mounted on platform 83 and reverse the direction of draftcables 20, as best shown in FIG. 1 to the cable drum 26 locatedcentrally of the car pushing apparatus and adapted to pick up theadvancing or retracting cables while paying out the other, as the casemay be, to effect advancing and retracting movement of the car pushingapparatus.

Also as shown in FIGS. 8 and 9, there are provided control devices, suchas limit switches 97 and 98. These are adapted to coact between thestationary trackway generally indicated at 16 and the movable pusher armcarriage generally indicated at 15. Carriage 15 is provided withsuitable limit switch actuating devices such as striker 99 and striker100 appropriately positioned and secured thereto to interrupt theelectrical circuit controlling the forward movement of the carriage, andto adjust the electrical circuit in such a manner as to effect retardingof the forward movement of the carriage as it approaches the bumper 28.

FIGS. 10 and 11 show in top and side elevation, respectively, therearward portion of the car pusher assembly at the retracted positionadjacent tail bumper 29. FIGS. 10 and 11 show, therefore, the rearwardportion of carriage 15 including platform 84 having a bumper platemounted thereon for coaction with bumper 29. Rear bumper 29 includes abumper face 111 mounted on bumper arm 112 which is secured as by pins113 and 114 to base 115 securely anchored in foundation 116. Base 116 isconveniently an inorganic settable material, such as concrete. As withthe forward extremity of the carriage 15, control means, e.g. limitswitches, such as limit switch 117 mounted for coaction with strikerplate 118, control the extent of rearward travel of the carriage 15.

'FIGS. 12 and 13 show top and side elevations of a tail sheave assemblythrough which the retracting cables 21 are reeved and their directionreversed toward the cable drum 26 as shown in FIG. 1. Tail sheaveassembly generally indicated at 25 is preferably made adjustable so thatany undesired slack in the cable system 21 may be taken up conveniently.Accordingly, there is provided a vertical shaft 120 which is journaledfor rotation in movable frame 121 slidably supported by stationary tailsheave frame 122. Shaft 120 has mounted thereon for rotation therewith apair of tail sheaves 123 and 124 through which the cable 21 is reeved asabove indicated. A movable frame 121 is adapted to be moved back andforth within stationary frame 25 by means of a jack screw 125 driven bymeans of a motor 126 operating through a reducer 127' which drives aworm gear mounted on shaft 128. Worm wheel housing 129 contains a wormwheel secured to one extremity of the jack screw 25 and the worm gearmounted on shaft 128 in driving relation therewith. The distal extremityof jack screw 125 is secured to the movable frame by means of a pin 130coacting between the jack 125 and a bracket 131 secured to movable frame121. To provide for more efficient transmission of the force applied bythe jack screw 125 to move the vertical shaft 120 carrying the sheaves123 and 124, there may be provided an intermediate pushrod 132 throughwhich the tail sheave pin 120 passes. The combination of upper movableframe 7 7 arm 133 and lower movable. frame arm 1'34in combination'jwiththe intermediate arm. 132"provides an efiicient and stable means fortransmitting" a cable tightening force "through the jack screw 125 tothe movable frame 121.

The extent of travel of the sheave fork ormovable frame 121 is limitedby limitflswitches 135 and 136, and the knockers 137 and f138 whichjaremounted for coaction therewith on the movable fork'121. The limitswitches themselves are secured to the stationary frame 25;

FIGS. 14, 15, 16, 17 and 18 show the draft gear arrangement between apair of"a djacent railroad cars, and having various forms of pushingheads adapted for applying a force sufficient to move the cars apredetermined distance along a trackway, and applying that force alongan axis which is parallel to and in substantially the same verticalplane as the longitudinal axis of the train and including the axis ofthe draft gear associated with each car. FIGS. 14 and 15 show one pusherarm head structure in coacting position between a pair of railroad cars10, partially shown. Railroad cars 10 are coupled by a conventionalrotary draft gear generally indicated at 140. Draft gear of this typepermits rotation of railroad cars in a train about an axis extendingthrough the axes of the draw bars 141 and 142 without uncouplingadjacent cars. Accordingly, the axis of rotation of a conventionalrotary railroad car dumper is made to coincide with the longitudinalaxis of the train passing through the axes of symmetry of the drawbars,such as drawbars 141 and 142.

Pushing head 143 is bi-directional and is provided with laterallyextending pushing heads 144 and 145 which are adapted to coact,respectively, with striker plates 146 and 146a which are suitablyconstructed to be able to withstand the forces applied through pushinghead 143. Striker plates 146 and 146a are suitably secured to the bodiesof railroad cars 10, respectively, as by welding. Pushing pads 144 and145 are conveniently formed cold rolled steel and are spaced relative topushing head 143 by means of shims 147 and 148 to suit the requirementsof the spac ings between the cars 10 and supplied in the field at thetime of assembly. Resilient resinous sheets 149 and 150 are convenientlyprovided as shock absorbing means and self-facing means so that thepushing head pads 144 and 145 when in abutting relation with strikerplates 146 and 146a (as on pushing or retracting, respectively) areproperly seated thereagainst. Pushing pads 144, shims 147 and 148 andresinous sheets 149 and 150, respectively, are secured to the pushinghead 143 by suitable bolt means 151 and 152, respectively. As indicatedabove, pushing pad 144 will be in close contacting pushing relation withstriker plate 146 when the railroad cars are being advanced toward thedumper in the direction of the arrow shown in FIG. 14. When the train isbeing retracted from the dumper, if such is desired, then pushing pad145 will be in pushing relation with striker plate 146a.

The lower marginal edges of the pushing pads 144 .and 145, respectively,are bent inwardly toward the vertical plane passing through thelongitudinal axis of the Pusher arm 69 to provide guide portions 155 and156, respectively, which coact with gateways 157 and 158 secured toadjacent railroad cars 10' for the purpose of aiding in locating thepushing head 143 in proper position over the draft gear 140. Downwardlyextending projections 159 and 160 are adapted and constructed to seatupon the draft gear and limit the downward travel of pusher arm 69. Theextent of travel is controlled by sensing pin or striker 161 whichoperates through a limit switch 162 to control the motor 77 (FIG. Anysuitable limit switch control means may be employed for the purposeindicated, and striker 161 may actually operate at two positions, theinitial impact with the draft gear 140 operating a first limit switch toslow down the motor 77 and the second position being a full stop controlfor motor 77.

1 FIG. 16 shows another form of pushing head construction which isdependent upon four downwardly extending pins so adapted and configuredas to embrace the striker plate and knuckle assembly of draft gear 140.In FIG. 16, the draft gear joining adjacent railroad cars "10 isidentical with the draft gear in FIGS. 14 and 15. In this embodiment,striker plates 146 and 14621 are unnecessary since the force for movingthe train in either direction is applied directly to the coupling ordraft gear 140. Adcordingly, there is provided in this embodiment (FIG.16), a pushing head 'having four pushing pins 171 and 172 secured to thehead 170 as by nuts 173 and 174. Only two such pins are shown in FIG.16, the other pins'being identical in function and obscured by pins 173and 174 in the drawing. The draft gear confronting faces of pins 171 and172, for example, are configured for maximum contacting area with thedraft gear 140, the four pinsbeing so spaced relative to each other asto permit nesting of the draft gear 140 within the space marginallyoutlined by the four pins including pins 173 and 174 and the undersideof the head, respectively. In the same manner as with the apparatusshown in FIGS. 14 and 15, there is provided a sensing pin 175 whichcoacts with limit switch control means 176 in the manner aforesaid. Theapparatus shown in FIG. 16 coacts to provide for transmission of pushingor retracting force in a plane which is located centrally of the trainand along its longitudinal axis where the maximum force may be applied.

FIGS. 17 and 18 illustrate a preferred embodiment of a pushing headstructure which is also adapted to impart a force sutficient to move atrain of coupled cars along a longitudinal axis of the train and closelyadjacent the axis of rotation of the axis of symmetry of the couplingmechanism. 7

There is here shown a general layout drawing of the draft gear betweentwo railroad cars 10, partially shown and a single side pusher headassembly mounted for coaction with the forward railroad car for pushingin a direction toward the dumper as indicated by the arrow in FIG. 17.Although the draft gear 140 is of the same rotatable type as previouslyshown, striker casting 180 has been modified to improve the strength ofthe structure in order to accommodate the force applied therethrough.Pusher head 181 is provided with a pair of spaced vertically extendinglocator pins 182 and 183 secured to pusher head 181 through the coactionof tapered pin body 184, threaded stud 185, washer 186 and nut 187.Locator pins 182 and 183 are so contoured and spaced as to embrace thedraft gear where the draw bar 188 begins to flare to'form the strikerportion 189. Head 181 is provided with an intermediate cast portion 190extending between each of the tapered bores, e.g. bore 191, for each ofpins 182 and 183, and a downwardly depending pushing rib 192v integrallycast therewith and intercepting pins 182 and 183- as shown best in FIG.l7. *Pushingrib 192 is adapted to be brought into abutting relation withstriker 180 and to transmit to striker 1'80 a force sufiicient to move atrain of railroad cars 10. 7

As indicated above, FIG. 19 shows on a divided center line a fragmentarycross-sectional view showing the shaft 71 and its mode of support inhead bearing 72 and tail bearing 73. It has been found that errors inrailroad car manufacture and slack variations in. the couplings betweencars can-introduce an error of plus or minus 1.5 inches in the actualposition of the car couplings relative to the programmedend of travelpoints of the carriage. To anticipate this possible error, there hasbeen provided a plus or minus 1.5 inch float of the arm 69 and laterallyextendingportion 70 relativeto I the carriage 60. Thus, the car engagingarm 69 will easily move when the guiding 'pins or surfaces on the headof pushing arm 69 are being seated on the coupling.

As shown in FIG. 19, there is provided an amount of travel A madepossible by providing fore and aft float of the rotary shaft 71. Thehead extremity 200 of rotary shaft '71 is desirably spherical in shapeand seated in a complementary spherical seat 201. Seat 201 is carried ona stud 202 on a slidable yoke 203- biased against ahydraulicallyactuated bellows member 204-. This assembly will permit the extremity ofshaft 71 to travel the distance A and to be reset to a zero position bythe mechanism more specifically detailed in FIGS. 20 and 21. FIG. 19alsoshows the manner of affixing the laterally extending arm 70 forintegral movement with the shaft 71..The interlocking portion 205 ofshaft 71 is provided with key way 206 for interlocking engagement withcollar 207 which is in turn secured, as by Welding, to laterallyextending portion 70. Thus, when shaft 71 rotates through the 90 93 arc,the laterally extending portion 70 and the car engaging arm 69 rotatesimultaneously. p

"The aft portion of the shaft 71 is secured to the lateral- 1y extendingportion of the carriage arm 70 by means of collar 208 and nut 209coacting with threaded portion 210 on the shaft 71. Bearing 73 permitsrotation of the shaft 71 and supports the aft extremity thereof. Thedetail portion of the shaft 71 is provided with a toothed collar or gearmember 211 which coacts in a correspond ingly toothed housing 212 whichpermits free floating of the aft extremity of shaft 71 for the distanceA.

FIG. 19 also shows one mode of coupling the drive shaft 221 from themotor driving means 18 to the shaft 71. Shaft 221 is provided with acollar 222 which is integral with a gear 223. Coupler 224 is providedwith an internal toothed surface for coacting with gear 223 and positivelocking engagement therewith. Thus, when shaft 221 is rotated by motor18, the coupler 224 is rotated simultaneously therewith. Thecooperatinlg portion 225 of coupler 224 is desirably secured to coupler224 for rotation therewith and has a similar gear for coacting with thetoothed inner surface 212. Gear member 211 secured to the drivenextremity of shaft 71 is free to slide axially within coupler portion225 to provide for the floating action of the shaft and arm assembly.

Referring now more particularly to FIGS. 20 and -21, there is here shownin fragmentary top elevation the general carriage assembly havingcarriage body 60 provided with vertical stabilizer wheels 61 mounted onhorizontal axles 64 and the horizontal stabilizer wheels mounted onvertical axle 66. The car engaging arm generally indicated at 14 andcomposed of the arm portion 69 and the laterally extending arm portion70 is provided with a centering guide 213 mounted on laterally extendingarm portion 70 for coacting with interlocking pin 214 extending fromcarriage body 60. Guide Way 213 is suitably constructed and welded tolaterally extending arm portion 70, and is provided with diverging gateportions 215 and 216 adapted to engage the fixed pin 214 when the arm 14is returned to its normal upright position. Regardless of the relativeposition of the shaft 71 within its permitted limited floating distance,it will be returned to a zero position by the coaction of the locatingpin 214, the diverging gate portions 215 and 216 and the locating guide218.

It will be seen, therefore, that if the pushing head 217 havingdepending locating pins 218 and 219 bolted thereto find the draft gearin a position other than normal, the free float of shaft 71 and theeffect of the tapered inner surfaces of pins 218 and 219 coacting together will shift the arm 14 and shaft 71 to a new position for properengagement of the pusher head 217 with the railroad car draft gear (notshown in FIG. 21). After the railroad car has been advanced the properdistance, arm 14 is raised to its normal vertical disengaged positionand returned to the zero position by means of the locating pin 214 fixedto the carriage 15 coacting with the guide members 213 in the manneraforesaid. Instead of the guide being secured to the pusher arm 14 andthe pin 214 secured to the pusher arm 14 and the pin 214 secured to thecarriage body 60, these parts may be reversed.

There has thus been provided improved railroad car moving apparatusadapted to be installed adjacent a railroad track for the purpose ofadvancing loaded railroad cars into conventional rotary car dumpingapparatus for the purpose of emptying bulk materials therefrom. Theimprovedapparatus hereof is adapted for use particularly with unittrains which are designed to be maintained as a single unit for movementbetween a bulk material source and a bulk material transfer point, forexample, between a coal mine tipple and a pier for loading co'al into acollier. Trains which are particularly useful as unit trains areprovided with coupling gear which permits individual cars to be rotatedabout a longitudinal axis passing through the coupling gear withoutuncoupling the train for the purpose of emptying the car of itscontents. To provide the proper extent of advancement of a train througha rotary car dumper, the present invention provides a railroad caradvancing apparatus equipped to advance the train a predetermineddistance, e.g. one car length or two car lengths, to disengage from thetrain and retract the same predetermined distance for the purpose ofreengagement with the train and repetition of the cycle. The applicationof the pushing force occurs at the most advantageous position, namelyadjacent the draft gear joining adjacent railroad cars. This apparatusis adapted to be programmed by suitable control means for timedsequential operation dictated by the car dumping cycle coacting with thecar advancing mechanism.

Other modes of applying the principle of this invention may be employedinstead of those specifically set forth above, changes being made asregards the details herein disclosed, provided the elements set forth inany of the following claims, or the equivalent of such be employed.

It is, therefore, particularly pointed out and distinctly claimed as theinvention:

1. A railroad car pushing apparatus for moving a train of coupledrailroad cars along a track portion and comprising in combintion:

(a) a wheeled carriage disposed parallel to said track portion;

(b) means for guiding said carriage alongside said track portion;

(c) car pusher arm means carried by said carriage and having anelongated arm the distal extremity of which is dimensioned [adapted] tobe selectively positioned between a pair of coupled railroad cars forpushing engagement centrally of at least one of said cars and adjacentcoupler thereof, [and] (d) means for selectively [positioning said carpusher] moving said arm means into and out of a train pushing positidnbetween a pair of coupled cars; and [engagement with said at least oneof said cars] (e) relatively rigid force transferring means disposed forcoaction between at least one of said coupled cars and said distalextremity of said arm means to transmit a train pushing forcetherebetween centrally and adjacent the coupler of such cdr when saidarm means is in said train pushing position.

2. A railroad car pushing apparatus for moving a train of coupledrailroad cars along a track portion and comprising in combination:

(a) a wheeledvcarriage disposed parallel to said track portion;

('b) means for guiding said carriage alongside said track portion;

(0) means for moving said carriage a predetermined distance along saidguide means,

(d) car pusher arm means carried by said carriage and having anelongated arm the distal extremity of which is dimensioned [adapted] tobe selectively positioned between a pair of coupled railroad cars forpushing engagement centrally of at least one of said cars and adjacentthe coupler thereof, [and] (e) means for selectively moving said[positioning said car pusher] arm means into and out of [engagement withsaid at least one of said cars.] a train pushing position betw en a pairof coupled cars; and

(f) relatively rigid force transferring means disposed for coactionbetween at least one of said coupled cars and said distal extremity ofsaid arm means to transmit a train pushing force therebetween centrallyand adjacent the coupler of such car when said arm means is in saidtrain pushing position.

[3. A railroad car pushing apparatus for moving a train of coupledrailroad cars along a track portion comprising in combination:

(a) a wheeled carriage disposed parallel to said track portion;

(b) means for guiding said carriage alongside said track portion;

() car pusher arm means carried by said carriage and having an elongatedarm rotatably mounted at its proximal extremity about an axis parallelto the track and a head portion adapted to be selectively positionedbetween a pair of coupled railroad cars for pushing engagement centrallyof at least one of said cars and adjacent the coupler; and

((1) means for selectively positioning said car pusher arm means intoand out of engagement with said at least one of said can] 4. A railroadcar pushing apparatus in accordance with claim 1 [3] in which the meansfor guiding said carriage also includes means for stabilizing thecarriage.

5. A railroad car pushing apparatus for moving a train of coupledrailroad cars along a track portion comprising in combination:

(a) a wheeled carriage disposed parallel to said track portion;

(b) medns for guiding said carriage alongside said track portion;

(c) car pusher arm means carried by said carriage and having anelongated arm rotatably mounted at its proximal extremity about an axisparallel to the track and a head portion adapted to be selectivelypositioned between a pair of coupled railroad cars for pushingengagement centrally of at least one of said cars and adjacent thecoupler; and

(d) means for selectively positioning said our pusher arm means into andout of engagement with said at least one of said cars;

and [A railroad car pushing apparatus in accordance with claim 3] inwhich the car pusher arm means includes means adapted to coact betweenthe coupler and the head portion of said arm to locate said head portionwith respect to said coupler.

6. A railroad car pushing apparatus in accordance with claim 5 in whichthe locating means includes a plurality of spaced fingers extending fromthe head portion, the spacing therebetween being adapted to receive apredetermined portion of said coupler.

7. A railroad car pushing apparatus for moving a train of railroad carsalong a track portion and comprising in combination:

(a) a wheeled carriage disposed parallel to said track portion,

(b) means for guiding said carriage alongside said track portion,

(c) car pusher arm means carried by said carriage and having anelongated arm the distal extremity of which is dimensioned [adapted] tobe selectively positioned between a pair of coupled railroad cars forpushing [engagement] centrally of at least one of said cars and adjacentthe coupler thereof,

(d) means for selectively [positionedlmoving said car pusher arm meansinto and out of a train pushing position between a pair of coupled cars,[engagement with said at least one of said cars, and] (e) means formoving said wheeled carriage back and forth a predetermined distanceparallel to said track portion [.1 and (f) relatively rigid forcetransferring means disposed for coaction between at least one of saidcoupled cars and said distal extremity of said arm means to transmit atrain pushing force therebetween centrally and adjacent the coupler ofsuch car when said arm means is in said train pushing position.

8. A railroad car pushing apparatus in accordance with claim 7 in whichthe means for moving said carriage includes a rotatable cable drum andcable means coacting between said drum and each extremity of saidcarriage to move to said carriage in response to rotation of said drum.

9. A railroad car pushing apparatus for moving a train of railroad carsalong a track portion and comprising in combination:

(a) a wheeled carriage disposed parallel to said track portion,

(b) means for guiding said carriage alongside said track portion,

(0) car pusher arm means carried by said carriage and having anelongated arm the distal extremity of which is [adapted] dimensioned tobe selectively positioned between a pair of coupled railroad cars forpushing [engagement] centrally of at least one of said cars and adjacentthe coupler thereof,

(d) means for selectively [positioning said car pusher] moving said armmeans into and out of a train pushing position between a pair of coupledcars [engagement with said at least one of said cars],

(e) means for moving said Wheeled carriage back and forth apredetermined distance parallel to said track portion, [and] (f)carriage arresting means for limiting the extent of forward and rearwardtravel of said carriage[.], and

(g) relatively rigid force transferring means disposed for coactionbetween at least one of said coupled cars and said distal extremity ofsaid arm means to transmit a train pushing force therebetween centrallyand adjacent the coupler of such car when said arm means is in saidtrain pushing position.

10. A railroad car pushing apparatus for moving a. train of railroadcars along a track portion comprising in combination:

(a) a wheeled carriage disposed parallel to said track portion,

(b) means for guiding said carriage alongside said track portion,

(c) car pusher arm means carried by said carriage and having anelongated arm the distal extremity of which is adapted to be selectivelypositioned between a pair of coupled railroad cars for pushingengagement centrally of at least one of said cars and adjacent thecoupler,

((1) means for selectively positioning said car pusher arm means intoand out of engagement With said at least one of said cars,

(e) means for moving said wheeled carriage back and forth apredetermined distance parallel to said track portion,

(f) carriage arresting means for limiting the extent of forward andrearward travel of said carriage, and

(g) chock means coacting between said track portion and wheels of one ofsaid railroad cars to selectively fix the position of said car on saidtrack.

11. A railroad car pushing apparatus for moving a train of railroad carsa predetermined distance along a track portion comprising incombination:

(a) an elongated wheeled carriage having a head extremity and a tailextremity disposed parallel to said track portion,

(b) an elongated guide-way for said wheeled carriage disposed parallelto and adjacent said track portion and including runners for saidwheeled carriage,

() means for stabilizing said carriage coacting between said carriageand said guide-way,

(d) car pusher arm means carried by said carriage and having anelongated arm the distal extremity of which is adapted to be selectivelypositioned between a pair of coupled railroad cars for pushingengagement centrally of at least one of said cars and adjacent thecoupler,

(e) means carried by said carriage for selectively positioning said carpusher arm means into and out of engagement with said at least one ofsaid cars,

(f) a rotatable cable drum disposed in fixed position adjacent saidguide-way,

(g) motor means for rotating said drum a predetermined amount in eitherdirection,

(h) advancing cable means coacting between said drum and the headextremity of said carriage,

(i) head sheave means disposed adjacent said track portion and coactingwith said advancing cable means to reverse the direction of said cablemeans intermediate the head extremity of said carriage and said drum,

(j) retracting cable means coacting between said drum and said tailextremity of said carriage,

(k) tail sheave means disposed adjacent said track portion and coactingwith said retracting cable means to reverse the direction of said cablemeans intermediate the tail extremity of said carriage and said drum,and

(l) bumper means fixedly disposed at each extremity of said guide-wayfor limiting the extent of travel of said carriage in either directionto a predetermined distance.

12. A railroad car pushing apparatus for moving a train of coupledrailroad cars along a track portion comprising in combination:

(a) a wheeled carriage disposed parallel to said track portion;

(b) means for guiding said carriage along side said track portion;

(c) car pusher arm means carried by said carriage and having anelongated arm mounted on a shaft for rotation with said shaft, thedistal extremity of said arm being adapted to be selectively positionedbetween a pair of coupled railroad cars for pushing engagement centrallyof at least one of said cars and adjacent the coupler;

(d) shaft floating means coacting with said shaft and limiting lateralmovement of said shaft in a direction parallel to the track portion, theextent of such lateral movement corresponding to the extent of variationin car length and slack variations in the car coupling;

(e) means coacting between said carriage and said car pusher arm meansfor resetting the position of said car pusher 'arm means to a zeroposition with respect to said carriage; and

(f) means for selectively positioning said car pusher arm means into andout of engagement with said at least one of said cars by rotating saidarm on said shaft.

13. A railroad car pushing apparatus for moving a train of coupledrailroad cars along a track portion in either direction and comprisingin combination:

(a) a wheeled carriage disposed parallel to said track portion;

(b) means for moving and guiding said carriage parallel to said trackportion;

(c) car push arm means carried by said carriage and having an elongatedarm, the distal extremity of which is [adapted] dimensioned to beselectively positioned between a pair of coupled railroad cars and intoand out of engagement with said train, said distal extremity includingmeans coacting with at least one of said pair of coupled cars centrallyalong the longitudinal axis thereof [adapted to coact centrally of saidtrain] and adjacent the coupler for moving said train in'eitherdirection along the track when said distal extremity is so engaged withsaid train and moved in the same direction.

14. A railroad car pushing apparatus in accordance with claim 13 whereinthe means adapted to coact centrally of said train and included on saiddistal extremity engages the coupler.

15. A railroad car pushing apparatus in accordance with claim 13 whereinthe means adapted to coact centrally of said train on said distalextremity is in closely spaced juxtaposition to the coupler.

16. A railroad car pushing apparatus in accordance with claim 13 whereinthe means adapted to coact centrally of said train on said distalextremity includes means for engaging the coupler and means for engagingthe train in closely spaced juxtaposition to the coupler.

17. In combination, a railroad track portion, a train of coupled carsthereon, and car pushing apparatus for moving said train as a unit alongsaid track portion, said car pushing apparatus comprising:

(a) a wheeled carriage disposed parallel to said tnack portion;

(b) means for guiding said carriage alongside said track portion;

(0) car pusher means carried by said carriage and having an elongatedarm the distal extremity of which is dimensioned to be selectivelypositioned between a pair of said coupled cars in pushing engagementwith at least one of them centrally and adjacent the coupler thereof formoving said train; and

(d) means for selectively moving said arm means into and out of saidtrain moving position;

said one of said cars and said arm means in said trainmoving positionrespectively having coacting force receiving and force transmittingportions centered with respect to a vertical plane containing thelongitudinal axis of said one of said cars, and said force receivingportion of said one of said cars being relatively rigid and mountedthereon for withstanding a train pushing force without damagingdistortion of the car.

18. The combination of claim 17 in which said force receiving portion ofsaid one of said cars includes the coupler thereof.

References Cited The following references, cited by the Examiner, are ofrecord in the patented file of this patent or the original patent.

UNITED STATES PATENTS 422,653 3/1890 Stevens 2l3224 1,162,760 12/1915Fickinger 104-176 3,169,490 2/1965 Saxonmeyer 104-176 1,117,636 11/ 1914Cederlund 104-176 1,325,536 12/1919 Ramsay 21452 1,706,211 3/ 1929Coffey 10432 1,769,713 7/1930 Prescott 10426 2,199,470 5/ 1940 Taylor213224 3,028,819 4/1962 Brosnan 104-176 FOREIGN PATENTS 375,727 7/ 1921Germany g 104162 ARTHUR L. LA POINT, Primary Examiner R. SAIFER,Assistant Examiner US. Cl. X.R.

